Interaction railway track and vehicle stabilizing system

ABSTRACT

A stabilizing system for railway coaches and locomotives particularly adapted for use in a high speed rail system includes auxiliary rails located along the main tracks in spaced parallel relationship thereto and on opposite sides thereof. The rails define downwardly facing track surfaces for engagement by rollers which extend outwardly on opposite sides from the vehicle trucks or bogies. The rollers are part of a stabilizer apparatus which includes pairs of support frameworks individually pivotably mounted on each truck and joined together by interconnecting linkages. The frameworks each include a basic horizontal frame section hingedly mounted to the truck support structure and resiliently supported above the side frame of the truck by guide devices.

United States Patent [191 Walsh INTERACTION RAILWAY TRACK AND VEHICLESTABILIZING SYSTEM [76] Inventor: Robert L. Walsh, 3025 Cleveland Ave.,N. W., Washington, DC.

[22] Filed: Aug. 18, 1972 [21] Appl. No.: 281,752

[52] US. Cl 104/243, 104/246, 105/164, 105/199 A, 105/210, 105/453 [51]Int. Cl. B611 5/00, B61f 9/00, 1361f 13/00 [58] Field of Search 104/242,243, 244, 245, 104/246, 247; 105/29 R, 164, 210, 453, 199

[111 3,817,186 1 June 18, 1974 3,626,857 12/1971 Omar 104/247 X3,636,886 l/1972 Lich 105/164 FOREIGN PATENTS OR APPLlCATIONS 331,6184/1903 France 104/246 Primary Examiner-Lloyd L. King AssistantExaminer-Howard Beltran Attorney, Agent, or Firm--Larson, Taylor & Hinds[57] ABSTRACT A stabilizing system for railway coaches and locomotivesparticularly adapted for use in a high speed rail system includesauxiliary rails located along the main tracks in spaced parallelrelationship thereto and on opposite sides thereof. The rails definedownwardly facing track surfaces for engagement by rollers which extendoutwardly on opposite sides from the vehicle trucks or bogies. Therollers are part of a stabilizer apparatus which includes pairs ofsupport frameworks individually pivotably mounted on each truck andjoined together by interconnecting linkages. The frameworks each includea basic horizontal frame section hingedly mounted to the truck supportstructure and resiliently supported above the side frame of the truck byguide devices.

15 Claims, 10 Drawing Figures PATENTEDM w 1914 SHEH 3 HF 5 PATENTEUJUIis n14 SHEET 5 BF 5 INTERACTION RAILWAY TRACK AND VEHICLE STABILIZINGSYSTEM FIELD OF THE INVENTION The present invention relates tostabilizing systems for rail vehicles and, more particularly, tostabilizing systems for high speed rail coaches and locomotives.

BACKGROUND OF THE INVENTION It is a truism to say that there has been agreat deal of recent interest in high speed ground rail transportationand, in particular, in providing high speed rail systems in theso-called Northeast Corridor of the United States as an alternative toother modes of transportation. One obvious disadvantage that all railsystems suffer is that they are relatively slow particularly as comparedwith air shuttles. Thus, although the Amtrack Metroliner is capable ofmaking the New York to Washington run in about 2 re hours, this is stilla relatively long time for commuter and other travel as compared withshuttle service. However, should it be possible to increase vehiclespeed from the present approximately 125 mph. speed to 175 to 190 mph,the time required for the same trip would be reduced to about one andthree-quarter hours, city center to city center, a substantially morecompetitive figure.

One approach in enabling these high speeds involves the use ofrelatively lightweight coaches. However, such lightweight coachesrequire additional means for stabilization particularly for high speedssuch as discussed above. Moreover, the problem of providing ade quatevehiclestabilization will undoubtedly present itself regardless of theweight of the vehicle where high speeds are contemplated.

A number of prior art techniques have been utilized to deal with thestabilization of ground rail vehicles. These techniques include theprovision of auxiliary stabilizer members or arms which, for example,extend downwardly from the vehicle contact the sides of the rails so asto provide further balancing forces. The following patents deal withthis problem, although in some instances, rather generally: U.S. Pat.Nos. 174,437 (Prohias); 1,791,663 (Edson); 2,557,354 (Kivell); 3,084,637(Kohout); 3,114,332 (Bacon et al.,);

3,626,857 (Omar); 3,636,886 (Lich). This list is, of

course, not intended to be exhaustive but merely representatibve ofapproaches taken by the prior art.

SUMMARY OF THE INVENTION In accordance with the invention, a stabilizersystem is provided for a railway vehicle which serves in maintaining thevehicle in contact with the tracks on which the vehicle rides. Thesystem includes a pair of auxiliary tracks located in spaced parallelrelationship to and on opposite sides of the vehicle tracks andstabilizing apparatus comprising a stabilizer framework pivotablymounted on the vehicle trucks and including members which extendoutwardly from the trucks and terminate in means such as rollers orbearings for engaging the track surface. The tracks are formed byauxiliary rails which present a downwardly facing track surface disposedabove the bed of the vehicle tracks so as to transmit stabilizing forcesfrom the rollers through the pivoted stabilizer framework to the sideframes of the vehicle truck.

The stabilizing system also results in a better quality ride, reducesswaying and provides greater security on curves particularly at highspeeds. To this end, the system preferably includes stabilizing membersconnected between the vehicle coach and the support framework so as toprovide further balancing of the coach, and stabilization of the vehicleat high speeds. Such an approach might be of particular value ininstances where the railway vehicle is somewhat top heavy and hencemaintaining equilibrium might be a problem for the speeds contemplated.

The support framework for each roller or set of rollers preferablyincludes a basic frame which is pivoted at one end to the truck supportstructure and is supported above the vehicle truck by resilient guidedevices which transmit downward forces, generated by contact between theauxiliary rails and the rollers, to the side frames of the truck so asto tend to maintain the wheels of the truck in contact with the maintrack. The guide devices preferably comprise inverted U shaped bracketsmounted on the truck side frames and including first and second heavyduty coil springs mounted within the bracket above and below theelements which form the sides of the basic support frame of thestabilizer framework.

The tracks are defined by auxiliary rails which are mounted on supportslocated at spaced locations along the main tracks. These supports areadvantageously mounted on steel ties which are substituted for selectedones of the conventional ties, the rail supports and hence thereplacement ties being spaced close enough together to prevent saggingof the rails. The side rails can be used to provide inward pressure aswell as downward pressure and to this end, a pair of further tracksurfaces defined by the outermost lateral sidewalls of the rails may beprovided, and the stabilizer apparatus modified to include furthervertical rollers for engaging these track surfaces.

The support frameworks for the rollers on opposite sides of each truckand these frameworks may be interconnected by suitable linkages. Inaccordance with one embodiment, a regulator device connected between thelinkages controls the interaction between the two frameworks as well asthe pressure exerted by the rollers on the tracks. Alternatively, thispressure can be controlled individually for each side.

Other features and advantages of the invention will be set forth in orapparent from the detailed description of preferred embodiments thereoffound hereinbelow.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a largely diagrammatictransverse section of a railway coach incorporating the stabilizerapparatus of the invention, the truck and its associated supportstructure being shown in phantom lines and the stabilizer apparatusbeing shown in solid lines;

FIG. 2 is a plan view of the truck of FIG. 1 with the truck andassociated support structure again being shown in phantom lines and theoutward portions of the stabilizing apparatus being broken away;

FIG. 3 is a side view of the truck. shown in FIG. 2;

FIG. 4 is a perspective view of the stabilizing apparatus of FIG. 1 to 4with the truck and associated support structure omitted apart from oneguide device which is shown partially broken away;

FIG. 5 is a detail of the guide device shown in FIG.

FIG. 6 is a plan view of a conventional railway track which has beenmodified in accordance with the inventron;

FIG. 7 is a perspective view showing the auxiliary rail system of theinvention;

FIG. 8 is a side elevational view of a alternate embodiment of the railsystem of FIG. 7;

FIG. 9 is a detail of the coach stabilizing arrangement shown in FIG. 1;and

FIG. 10 is a side elevational view of an alternative embodiment of thestabilizing apparatus of FIGS. 1 to 9.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring to FIG. 1, a railwaycar system incorporating the stabilizing apparatus of the invention isshown. A railway coach, generally denoted 10, is mounted on a truck orbogie 12 which is shown in phantom lines in FIG. I to distinguish fromthe stabilizer framework which is shown in solid lines and is generallydenoted 14. The coach l and truck 12 are generally conventional inconstruction, the coach being supported on truck 12 by a conventionalcenter bearing 16 which receives a downwardly depending boss 18 securedto coach 10 and which is supported by a center bolster plate 20, andassociated coil springs 22 (see FIGS. 2 and 3).

The truck 12 includes wheels 12A which are mounted on an axle 12Bsupported in the side frames or side walls 12C and which ride on rails24 supported by cross ties 26. Side frames 12C include conventional coilsprings 22 mentioned above and the frame work forming side frames 12Cdefines a plurality of openings 12CO as illustrated in FIG. 3. The truck12 also includes a connecting and support structure 1285 which can bestbe seen in FIG. 2 and is also shown in phantom lines in that figure. Thesupport structure includes a spaced series of four transverse supportmembers or truck bolsters 12D which connect side walls 12C together anda pair of longitudinally extending connecting members 12E. The supportstructure 1285 can also include diagonal struts 12F (See FIGS. 1 and 3)for strengthening and bracing the support structure. It will beappreciated that all types of trucks may not include each of the membersmaking up support structure 1288 and that further members may be addedto the existing structure to complete the support structure or thesupport provided can be modified from the specific arrangementdisclosed. Because of the conventional nature of the coach, truck andrail system, further description thereof will be dispensed with apartfrom those features which are of direct concern to the presentinvention.

The stabilizer framework 14, which can be best seen in FIGS. 1 and 4 ismade up of a number of sections including, each a basic horizontal frame14A, a vertical frame 14B and a further horizontal frame 14C, each ofwhich includes spaced parallel longitudinal frame members PM spacedapart by a series relatively short, transverse connecting members CM asillustrated. Considering the framework shown in FIG. 4 the basichorizontal frame 14A is connected to the central longitudinal supportmember 12E through a short connecting member CM which may simply be anextension of the connecting members forming the frame CM. The free endsof connecting members CM are hingedly connected to support member 12E byhinges 14E. The connecting members CM of basic frame 14A extend throughguide devices 28 (one of which is shown in FIG. 4 which are also shownin FIGS. 1 to 3 and which which can best be seen in FIG. 5) mounted onthe side wall 12C of truck 12. As shown in FIG. 5, guide devices 28include a housing 28A having an aperture 283 therein through which acorresponding connecting member CM of frame 14A extends. Connectingmember CM is resiliently supported within housing 28A by upper and lowerheavy duty coil springs 28C and 28D. It will be understood that theguide device shown in FIG. 5 is merely exemplary and that other suitabledevices for resiliently guiding and support the connecting members ofthe support framework can be utilized.

As indicated in FIGS. 1 and 2, horizontal frame 14 extends beyond sideframe 12C of the truck and as shown in FIG. 4 shares the outermost framemember FM in common with vertical frame 148, with the frames 14A and 148being rigidly or fixedly connected together at that member. Similarly,vertical frame 148 shares the lowermost frame member FM with furtherhorizontal frame 14C and is fixedly connected thereto.

The sides of lower frames 14C are formed by transverse connectingmembers TM which, as shown in FIG. 1, are joined with a like member ofthe support structure on the opposite side of coach 10 by a connectinglinkage 14H which comprises a sleeve into which the ends of members TMtelescope. Connecting members TM are supported adjacent their innermostends by vertical support members VM which depend from longitudinalsupport members 12E of support structure 12. Compression springs 14] arelocated between the inner surfaces of vertical support members VM in thearea of the junction with the connecting member TM and the ends ofconnecting sleeve 14H, and between the innermost ends of connectingmembers TM as shown in FIG. 1. As can best be seen in FIG. 4, thestabilizer framework 14 also includes first series of diagonal strutmembers SMl which extend between the connecting members CM forming thesides of upper horizontal frame 14A and the base of the vertical sidesof the vertical frame 148 and a second series of diagonal struts SM2which extend between the area of jointure between upper frame 14A andvertical frame 14B and the area of jointure between the outermost framemembers of lower frame 14C and the sides thereof formed by transverseconnecting members TM. Finally, the transverse connecting members TMeach terminate in a roller 30 which is mounted for rotation thereon. Asshown in FIGS. I to 3, connecting members TM and strut members SM2extend outwardly through the openings or apertures 12CO in the sideframe 12C of truck 12 so that rollers 30 are positioned a fixed distancefrom the sides of the truck 12 over the road bed adjacent the ties 26(see FIG. 1). To provide additional strength, an outer frame member OM,such as shown in FIGS. 1 and 4, can be utilized to connect together theouter free ends of connecting members CM.

Rollers 30 engage or ride on tracks 32 each of which is formed by thedownwardly facing surface of an auxiliary side rail 34, there being twoside rails 34 which extend along the main rails 24 on opposite sidesthereof and parallel thereto (see also FIG. 6). As may perhaps be bestseen in FIG. 7, the side rails 34 are supported by inwardly extendingsupport arms 36 which themselves are supported by and secured tovertical support posts 38. It should be noted that the mounting forrails 34 can be made adjustable to vary the height and/or the lateralposition of the rails. Posts 38 are themselves mounted on auxiliarysteel ties 40. As shown in FIG. 6, ties 40 are located at spacedintervals along the main rails 24 and may simply be used to replace theconventional cross ties 26 at selected, spaced locations. The two rails34 are identical and hence only one need be considered in detail. Thus,referring to the right-hand track shown in FIGS. 1 and 6, the surfaceforming track 32 is preferably shaped to conform to the curvature of therollers 30 and in the preferred embodiment shown in FIG. 1 is of arounded concave shape which is the reciprocal of the rounded convexshape of the rollers. The tracks 32 are bolted, welded or otherwisesecured to support arms 36 which are preferably constructed onstructural steel plates 36a strengthened by side wall flanges 36b andformed integrally, in the embodiment under consideration, with similarlyconstructed vertical support posts 38. Posts 38 are likewise bolted orwelded to steel ties 40 which, as shown in FIG. 7, can be formed byU-shaped beams or bars.

Although in the embodiment shown in FIGS. 1 to 7, only horizontalrollers 30 are used, it is also possible to employ a second set ofvertical rollers 42 which as illustrated in FIG. 8, engage and ride in atrack 44 formed by an outwardly facing surface of side rail 34. Each ofthe second rollers 42 may be mounted for rotation by a verticallyextending spindle or shaft 48 mounted on the end of the extension ofcorresponding connecting member TM forming the axis about whichassociated roller 30 rotates.

Further, as mentioned above and as illustrated in FIG. 1, means can alsobe provided to stabilize the coach 10. To this end, a pair ofstabilizing rods 50 are provided which are connected between the sidesof coach l0 and the connecting members TM of the stabilizer framework14. As shown in FIG. 9, each of the stabilizin g rods 50 actuallycomprises a pair of telescoping rods 50a and 50b, lower rod 50aextending into a longitudinal bore in rod 50b so relative movementbetween the two is permitted. The stabilizing means also includes adamper 52 in the form of a cylindrical sleeve 54 having a longitudinalbore therein in which rods 50a and 50b are received. An annulus 50aa onrod 50a forms a movable piston within sleeve 54 and a spring 56,connected between piston 50aa and the portion of sleeve 54 forming theopening into which rod 50a extends, provides damping. The rods 50a, 50bare preferably connected to the coach at a point relatively high on thecoach, as illustrated, so as to provide leverage. This arrangementimproves the ride as well as providing balance.

Referring to FIG. 10, an alternate embodiment of the stabilizingapparatus of FIGS. 1 to 9 is shown which is particularly suited for usewith locomotives. The embodiment is generally similar to that previouslydescribed and like elements are given the same numbers with primesattached. The stabilizer framework 14' includes upper horizontal framemember 60 which generally corresponds to connecting members CM of basicframe 14A and are pivotably connected at one end by hinge 14E to thetruck support structure (not shown) and at the other end by hinge 61 toa diagonal or vertical frame member 62. Horizontal frame member 60extends through a guide device 28' mounted on the top of side truckframe 12C whereas vertical frame member 62 extends through a similarguide 64 mounted on the outer side surface of side truck frame 12C. Thevertical frame member 62 is rigidly affixed to a further horizontalframe member 66 which corresponds to the connecting member TM of lowerhorizontal frame 18C. Members 62 and 66 are pivotably connected,adjacent the intersection thereof, by a hinge 68 to a generallyhorizontal linkage 70. Linkage 70 connects the stabilizing framework 14'to an actuator or regulator 72 which, for example, can be a suitableelectrical, hydraulic or pneumatic device. The drive piston 72a ofactuator 72 is pivotably connected to linkage 70 through a further hinge74. Lower horizontal frame member 66 rotatably mounts a roller 30' whichengages a downwardly facing track surface 32' presented by a support arm36' supported above a support tie 40 by a vertical post 38. The purposeof the embodiment of FIG. 10 is to increase the effective traction ofthe railway vehicle particularly at high. speeds. To this end, roller30' is mounted so as to transmit a controlled pressure from the siderail 32' through the support structure 14' to the top of the truck 12C.Guides 28' and 64, through which support members 60 and 62 respectivelyextend serve in transmitting pressure necessary to provide effectivetraction. Regulator 72 is used to control this pressure and provides acontrolled movement of linkage 70 which is transmitted to the bottom ofvertical frame member 62. This movement can be regulated for either sideof the stabilizer frame work or for both sides at the same time. Toaccommodate for the small vertical movement of vertical frame member 62,it might be advisable to mount regulator .72 in guides so as to permitup and down motion. Guide 64 can utilize compression springs similar toguide 28 described above or, alternately, since there will also be somelateral movement, can be a pivoted sleeve mounted in a bracket securedto the side frame 12C.

In accordance with a further modification, the frame members connectedto rollers 30 (or 30') can be made to be adjustable so that positioningof the rollers with respect to the side rail tracks can be optimized.

As stated hereinabove, supports 38 and associated ties 40 are spacedclose enough together that sagging of the side rails is not a problem.The side rails described are interrupted at the railroad switches andother appropriate locations and slope upwardly at these locations toterminate the connection of the rollers.

Although the invention has been. described with reference to exemplaryembodiments thereof, it will be understood by those skilled in the artthat variations and modifications may be effected in these embodimentswithout departing from the scope and spirit of the invention.

I claim:

1. A stabilizing system for a railway vehicle of the type comprising acarrier section and at least one truck section for supporting thecarrier section and including wheels which ride on tracks, said systemcomprising a first and second auxiliary tracks positioned along thetracks upon which the wheels of the vehicle ride in spaced parallelrelationship thereto and opposite sides thereof, said auxiliary trackseach com prising means defining a downwardly facing track surface andmeans for supporting said track surface defining means above the bed ofthe vehicle tracks;

and stabilizing means for maintaining the vehicle wheels in engagementwith the vehicle tracks comprising laterally extending rollers forengaging said auxiliary track surfaces and means located beneath thecarrier section and extending laterally outwardly beyond the vehicletruck for pivotably mounting said rollers with respect to the vehicletruckv 2. A system as claimed in claim 1 wherein said auxiliary trackseach include means defining an outwardly facing vertical track surface,said stabilizing means including further vertically extending rollersfor engaging said vertical track surface.

3. A system as claimed in claim 2 wherein said downwardly facing tracksurface and said vertical track surface are formed respectively by thebottom and outside surfaces of an auxiliary rail member which extendsparallel to the vehicle tracks.

4. A system as claimed in claim 3 wherein each of said vertical rollersare mounted outwardly of said lateral extending rollers on shaftperpendicular to the longitudinal axis of said laterally extendingroller.

5. A system as claimed in claim 1 wherein said track surface definingmeans each comprise a rail member which extends parallel to the rails ofthe vehicle track and said track surface supporting means comprises aplurality of auxiliary ties spaced along the vehicle track and extendingparallel to the ties of the vehicle track and a pair of upright supportmembers secured to each of said ties for supporting said rail members.

6. A stabilizing system as claimed in claim 1 wherein the height of saidtracks is adjustable.

7. A stabilizing system as claimed in claim 1 wherein the lateralpositions of said tracks are adjustable.

8. A stabilizing system for a railway vehicle of the type comprising acarrier section, and at least two spaced trucks for supporting thecarrier section and including wheels which ride on transversely spacedtracks for the vehicle, said system comprising:

first and second auxiliary tracks which respectively extend alongopposite sides of the vehicle tracks in spaced, parallel relationshipthereto; and stabilizing means for maintaining the vehicle wheels inengagement with the vehicle tracks and for controlling lateral movementof the vehicle carrier section comprising means extending laterallyoutward from said trucks for engaging said auxiliary tracks, means forpivotably mounting said track engaging means with respect to the vehicletrucks and axially movable coupling means for coupling the side walls ofthe vehicle carrier section to said laterally extending means. 9. Astabilizing system as claimed in claim 8 wherein said laterallyextending track engaging means comprise a plurality of pairs of oppositeextending horizontally roller members and means for supporting saidroller members in spaced relationship to the vehicle trucks inengagement with said auxiliary tracks.

10. A stabilizing system as claimed in claim 8 wherein said couplingmeans comprises spring loaded telescoping rod members connected betweenthe carrier section and the roller member supporting means.

1 l. A stabilizing system for a high speed railway vehicle comprising acoach section supported by a pair of wheeled trucks adapted to ride ontransversely spaced main vehicle rails, said system comprising first andsecond auxiliary rails spaced outwardly from, in parallel relation to,and on opposite sides of, the main vehicle rails and respectivelypresenting first and second downwardly facing track surfaces disposedabove the bed of the main rails,

and stabilizing means for aiding in maintaining the vehicle wheels inengagement with the vehicle rails comprising first and second supportframeworks pivotably mounted on each of said trucks, each includingmeans extending laterally outwardly from the side of the truck forengaging said track surfaces, each said framework further including agenerally horizontal frame section mounted above the truck and saidstabilizing means further including guide means mounted on the sideframes of the vehicle trucks for resiliently supporting said horizontalframe section and for transmitting forces transmitted to the supportframework from the auxiliary tracks to the side frame, and

linkage means for interconnecting said first and second frameworks.

12. A stabilizing system as claimed in claim 11 wherein said linkagemeans includes compression spring-loaded connecting linkages forconnecting the lower portions of the frameworks.

13. A stabilizing system as claimed in claim 11 said linkage meansincludes regulator means for regulating the forces transmitted betweenthe two frameworks.

14. A stabilizing system as claimed in claim 11 wherein said guidedevices each comprise an inverted U-shaped bracket and first and secondcoil springs located within said bracket for supporting a side member ofsaid horizontal frame section.

15. A stabilizing system as claimed in claim 11 wherein said engagingmeans includes rollers having a convex shape in cross section and saidtrack surface comprises a reciprocally-shaped concave surface.

1. A stabilizing system for a railway vehicle of the type comprising acarrier section and at least one truck section for supporting thecarrier section and including wheels which ride on tracks, said systemcomprising a first and second auxiliary tracks positioned along thetracks upon which the wheels of the vehicle ride in spaced parallelrelationship thereto and opposite sides thereof, said auxiliary trackseach comprising means defining a downwardly facing track surface andmeans for supporting said track surface defining means above the bed ofthe vehicle tracks; and stabilizing means for maintaining the vehiclewheels in engagement with the vehicle tracks comprising laterallyextending rollers for engaging said auxiliary track surfaces and meanslocated beneath the carrier section and extending laterally outwardlybeyond the vehicle truck for pivotably mounting said rollers withrespect to the vehicle truck.
 2. A system as claimed in claim 1 whereinsaid auxiliary tracks each include means defining an outwardly facingvertical track surface, said stabilizing means including furthervertically extending rollers for engaging said vertical track surface.3. A system as claimed in claim 2 wherein said downwardly facing tracksurface and said vertical track surface are formed respectively by thebottom and outside surfaces of an auxiliary rail member which extendsparallel to the vehicle tracks.
 4. A system as claimed in claim 3wherein each of said vertical rollers are mounted outwardly of saidlateral extending rollers on shaft perpendicular to the longitudinalaxis of said laterally extending roller.
 5. A system as claimed in claim1 wherein said track surface defining means each comprise a rail memberwhich extends parallel to the rails of the vehicle track and said tracksurface supporting means comprises a plurality of auxiliary ties spacedalong the vehicle track and extending parallel to the ties of thevehicle track and a pair of upright support members secured to each ofsaid ties for supporting said rail members.
 6. A stabilizing system asclaimed in claim 1 wherein the height of said tracks is adjustable.
 7. Astabilizing system as claimed in claim 1 wherein the lateral positionsof said tracks are adjustable.
 8. A stabilizing system for a railwayvehicle of the type comprising a carrier sEction, and at least twospaced trucks for supporting the carrier section and including wheelswhich ride on transversely spaced tracks for the vehicle, said systemcomprising: first and second auxiliary tracks which respectively extendalong opposite sides of the vehicle tracks in spaced, parallelrelationship thereto; and stabilizing means for maintaining the vehiclewheels in engagement with the vehicle tracks and for controlling lateralmovement of the vehicle carrier section comprising means extendinglaterally outward from said trucks for engaging said auxiliary tracks,means for pivotably mounting said track engaging means with respect tothe vehicle trucks and axially movable coupling means for coupling theside walls of the vehicle carrier section to said laterally extendingmeans.
 9. A stabilizing system as claimed in claim 8 wherein saidlaterally extending track engaging means comprise a plurality of pairsof opposite extending horizontally roller members and means forsupporting said roller members in spaced relationship to the vehicletrucks in engagement with said auxiliary tracks.
 10. A stabilizingsystem as claimed in claim 8 wherein said coupling means comprisesspring loaded telescoping rod members connected between the carriersection and the roller member supporting means.
 11. A stabilizing systemfor a high speed railway vehicle comprising a coach section supported bya pair of wheeled trucks adapted to ride on transversely spaced mainvehicle rails, said system comprising first and second auxiliary railsspaced outwardly from, in parallel relation to, and on opposite sidesof, the main vehicle rails and respectively presenting first and seconddownwardly facing track surfaces disposed above the bed of the mainrails, and stabilizing means for aiding in maintaining the vehiclewheels in engagement with the vehicle rails comprising first and secondsupport frameworks pivotably mounted on each of said trucks, eachincluding means extending laterally outwardly from the side of the truckfor engaging said track surfaces, each said framework further includinga generally horizontal frame section mounted above the truck and saidstabilizing means further including guide means mounted on the sideframes of the vehicle trucks for resiliently supporting said horizontalframe section and for transmitting forces transmitted to the supportframework from the auxiliary tracks to the side frame, and linkage meansfor interconnecting said first and second frameworks.
 12. A stabilizingsystem as claimed in claim 11 wherein said linkage means includescompression spring-loaded connecting linkages for connecting the lowerportions of the frameworks.
 13. A stabilizing system as claimed in claim11 said linkage means includes regulator means for regulating the forcestransmitted between the two frameworks.
 14. A stabilizing system asclaimed in claim 11 wherein said guide devices each comprise an invertedU-shaped bracket and first and second coil springs located within saidbracket for supporting a side member of said horizontal frame section.15. A stabilizing system as claimed in claim 11 wherein said engagingmeans includes rollers having a convex shape in cross section and saidtrack surface comprises a reciprocally shaped concave surface.